Automatic train control system, intermittent type with roadside energy



July 7, 1931. A. ca. SHAVER 1,812,989

AUTOMATIC TRAIN CONTROL SYSTEM, INTERMITTENT TYPE WITH ROADSIDE ENERGY Filed Jan. '7, 1922 2 Sheets-Sheet l 11%,? g] w Q N Hi *1 L m g A Q Q A t b aftozueq v July 7, 1931. A. G. SHAVER AUTOMATIC TRAIN CONTROL SYSTEM, INTERMITTENT TYPE WITH ROADSIDE ENERGY Filed Jan. 7, 1922 2 SheetsSheet 2 M KE courfi'oLL/ua "M6 Na 7' if-015M061 Patented July 7, 1931 Hairs stares TENT QFFECE ARCHIBALD G. SHAVER, CHICAGO, 1111315013, ASSIG-NQR TO THE BEGAN SAFETY DEVICES (39., 111G, 21E11 Yfifii ilq. Y, A (REE-P03151530 0F NEVT YORK AUTOMATIC TRAIN CGNTROL SYSTE TY ?E WITH ROADSIDE ENERGY Application filed January 7, 1322. Serial No. 527,568.

This invention relates to a train control system, and more particularly to a train coni an induction system 'arranged' tobe operated by ablo'ck signalling system in response to safety, caution and danger trafiic con ditions to produce clear, caution and stop effects on the train.

Among the principal objects of my invent-ion are the provision of an induction train control system in which train control" means is operated by a plurality of independent roadside mechanisms cooperating with vehicle mechanism to produce stop and proceed effects in the train control means, one roadside mechanism being active for producing a tripping or clearing action of the train control means, and the other mechanism being opera ive for determining the further state of operation of the train control means and for resetting the same under safety and caution track conditions; the further provision of an induction train control system of this nature in which a roadside source ofenergyis employed for selectively energizing the cooperating vehicle and roadside mechanism in response to trailic conditions; and the still further provision of an inter inittent' induction train control system of'the type disclosed in my copending applications Serial No; 422,598 of Nov. 8', 1920 Serial No.

5'06,59'5-- of Oct. 10, 1921,; and Serial" No. 515,242of- Nov. 15, 1921.

To the accomplishment of the foregoing and such other objects as may hereinafter appear, my invention consists in the elements and their relation one to the other, as here- Fig. 3 is a diagrammatic view of a modified form of roadside apparatus.

Referring now more in detail to the drawings and more particul arly' to Fig; 2' thereof, there is provided as disclosed in my co-pending applications above referred to, a train control mechanism which comprises the electromagnet M active for controlling the operation of a combined reservoir and brake valve (not shown), the detailed construction of which is set forth in my Patent No. 1,411,526 of April 1, 1922. The electromagnet M is controlled by a two element relay F B; when the currents in the: said elements are in phase, as under clear track conditions, the contacts 27, 28 and 49 controlled by the relay are caused to assume the full line position shown in Fig. 2; and when the currents in the elements are out of phase, as for example,

180 out of phase, this existing under caution. track conditions, the said contacts are caused to assume the inclined dotted line position; and when either relay element is die-energized, this taking place under danger track conditions, the contacts are caused to drop and assume a neutral vertical dotted line position shown in Fig. 2.

lVith this operation of the relay F-B, under clear roadside conditions the electromagnet M is energized to produce a train proceed effect in the valve controlled thereby, the said electromagnet being normally energized from a train carried alternating current source of energy G by the following circuit: generator G, conductor 36, coil of clectromagnet M", conductor 48, contact lt) closed in full line position, and conductors 44, 38 and 50.

Under caution roadside conditions the train controlling magnet M" is placed in circuit with a speed circuit controller S so as to produce a vehicle speed restrictive effect, the magnet M being energized when the train is proceeding below and being dcenergiaed when the train is proceeding above a predetermined or permissive speed, the said circuit including the enerator G, conductor 36, electromagnet Mi contact 4'9 in oblique dotted line position, conductor 46, contact 47' of speed circuit controller S, and: conductors 45,.

44, 38 and 50. Vith this arrangement it i Will be seen that when the train is moving above the permissive speed the contact 47 will be opened to deenergize the magnet M, and When the train is proceeding below mat the permissive speed, said contact 47 will be closed to energize the magnet M for maintaining the air brake in an inoperative condistrictive speed effects on the train, I provide a slick circuit including one element of the relay FB and. controlled by another relay R. For normal or unlimited speed conditions the stick circuit comprises the generator G, conductor 35, contact 33 closed, resistance 31, conductor 24, contact-28 closed in full line position, conductors 22, 21, and 19, condenser K2, conductor53, relay element B, conductors 39 and 25, contact 27 in full line position, conductor '29, resistance 30, contact 32 closed, and conductor 34. The element F of the relay FB is energized through the circuit including the generator G and conductors 50 and 51. .Under these normal conditions the currents in the relay elements F and B are in phase and the contacts 27,28 and49 are .maintained by the relay elements in the full line position'by these circuits. The resistances 30 and 31 are provided for protecting against momentary short-circuit of the circuit to the generator G under certain conditions of operation.

When the currents inthe relay elements F and B are displaced in phase by 180?, this being a condition produced by means to be described hereinafter, the contacts 27, 28 and 49 are moved to the oblique dotted line posi tion and are retained in this position by the train stick circuit comprising the generator G, conductor 35, contact 33, resistance 31, conductor 24, contact 28 closed in dotted line position, conductors 18, 17, and 39, relay element B, conductor 53, condenser K2, conductors 19 and 26, contact 27 closed in dotted line position, conductor 29, resistance 30, contact 32 and conductor 34; With this circuit it will be noted that the currents in the elements FB are out of phase and the stick circuit Will therefore maintain the contacts in their dotted line positions- Under danger track conditions the described stick circuit is broken by the opening of contacts 32 and 33'controlled by the relay R in a manner to be described hereinafter, and the contacts 27, 28 and 49 assume the vertical dotted line position, With the result that the electromagnet M is deenergized for application of the brakes of the train.

For controlling the positioning of the contacts 27, 28 and 49 of the relay FB so as to impress upon the train controlling means M a desired effect, I provide cooperating vehicle and roadside magnetic means or elements, and more specifically vehicle and roadside inductoriums, the roadside inductoriums being preferably under the control'of a block signalling system and being influenced by the same to respond to safe, caution and danger track conditions and to indicate such conditions, and the vehicle inductoriums being arranged for movement over the roadside inductoriums to cooperate with the lat ter to receive and transmit indications of the same to the train circuits and more specifically to the relay FB to correspondingly influence and operate the latter.

To these ends Iprovide a plurality of train or vehicle energy receivinginductoriums 3a and 4a which are connected to control the elements of a two-element vehicle relay R, the said relay comprising the elements A and B, the inductorium 3a being connected to the relay element B by means of the conductor 51 and 3, and the indu'ctorium 4a being connected to the relay elementA by means of the conductors 4 and 6, condensers K and K being provided in the circuits of both inductoriums to render the circuits resonant; and for cooperation with the vehicle inductoriums 3a and 4a, I provide sets of roadside transmitting inductoriums, a set for each section or block of the track such as A, B, C and D shown in Fig. 1, the track rails K being divided into the sections or blocks by means of the insulated joints Y in a manner Well understood in the art. The sets of inductoriums each comprise a plurality of transmitting inductoriums 1 and 2 arranged for cooperation respectively with the vehicle inductoriums 3a and 4a in the movement of the vehicle, the said roadside transmitting inductoriums 1 and 2 being adapted to be selectively connectedto and selectively energized by a roadside source of energy such as the alternating current generator G, the said selective connection and energization being made responsive to track or roadside conditions. The inductoriums 1 and 2 are located in each block, usually at the entrance or in advance of the block to be protected, the inductoriums in block A, for example, being located so as to control the vehicle or train before the latter reaches the block For selectively operating or energizing the inductoriums 1 and 2 from the roadside source of energy G, there are provided roadside circuits controlled by a distant relay D and a home relay H for each block, the con.

street-ion being such that normal energize lilOIl oil the home and distant relays H and D responsa e.tocl'ear track conditions will tractthe' energization of bot-1h inductori-ums I and 2, and theienergiz ation' of these inductoriums: with currents of like phase, while deenergization of the distant relay D." responsive to caution track conditions will effect the energization of the inductoriums 1 and" 9/ with: currents of different phases, while with the deenergization of home relay H" responsive to danger track condi tions ei-ther of the inductoriums such as the inductorium 1 will be disconnected irom the source. of energy G and deenergized.

Thus under clear track'conditions the inductoriums 1 and 2 are connected to the generator G to be energized with currents of likephase, the inductorium 2 being connected tofthe enerator b r means-of the circuit comprising-the conductors 2 and 6, condenser K, conductor 5, winding of inducto-rium 2,

and conductors d 3, and the inductorium I being connected to the generator G by means 0t the circuit comprising conductors 2" and 8,'co-ntact 11' closed upon energization of" the home relay H, conductor 21, front contact 13 closed by energization of the dis ta nt relay D, conductor 15-, condenser L, conductor 17, winding of inductorium 1, con.- darctor 16 front contact 12 controll d by the relay D, conductor 20, closed cont ct l0, and conductor to generator G. With' this construction and arrangement of parts it will further be seen. that the inductoriums 1 and 2 of a. block such as A are controlled by the home and distant relays H and D 01" the next succeeding block such'as l3, and that under safety track conditions these circuits willl xeimaintained' as described by the encrgizationc of the home relay H of blocl B fromthe track battery of said block and; by energiz'ation of: the distant relay l) of block B'- by a circuit controlled by the home relay of the second succeeding bloc-k C, the. said circuit comprising a source of energy E, con- =uctor18, coil of relay D, conductor-19, and contactg controlled by the home relay H of block C:

W hen under caution track conditions: a train is present in: the second succeeding block C, causing the deenergization of the home relay H of. that block, the distant relay D" ot block B is deenergized and the contacts 12 and 1 3'fcontrolled thereby will be actuated to reverse circuit connections between the genorator G and the inductorium 1, the contacts 12" and being moved" to engage the back contacts connected to the conductors 15 and 1-6: respectively, nections effecting. the-'energization' of inductoriuml with current diliferentin phase from the current in theinductorium r 7 Under danger track conditions, as when strain is'presentin: the block '13:, the relay he reversal of circuit con- H of said block 131 is deenergized and the contacts 10 and 11 controlled thereby are opened for opening the circuit to the inductorium 1 and for effecting the deenergization of the latter.

With this construction it will be seen that in the movement of the train or vehicle and in the passage of the vehicle inductoriums overthe track inductoriums, impulses will be selectively transmitted from the roadside transmitting i'nductoriums l and'Q to the Vehicle receiving inductoriums 3a and 40a for selectively energizing the relay elements A and: B. of the two element relay R with currents of like or opposite phase and for deenergizing one ofthe said elements in re sponseto traflic. conditions, the cooperation between the train and track inductoriums being controlled by the circuit make and break and the pole changing device controlled by the home and distant relays of the block signalling system. It will be noted that the cooperation between the train and track inductoriums is momentary as the former moves over the latter in the movement of the vehicle.

Controlled by the relay R there are rovided contact armatures 8 and 9' which under normal conditions assume the vertical dotted line positions shown in Fig. 2 due to the norma-l deenergizati'on of the relay R, the said contacts being moved to the full: line position shown when the elements oil the relay are energized with currents of like phase, and being moved to the oblique dotted line position shown when the elements of the'sai'd' relay R are energized with currents of opposite phase.

'When' under safe track conditions the vehicle and roadside inductoriums cooperate for energy transferrence therebetween, and the contacts 8 and 9 aremade to momentarily assume a full line position, the momentary closing of said contacts is effective for momentarily energizing the relay element 13. of" the relay F-B with a: current in phase with the current energizing the companion element F of said relay by means of the circui t comprising the generator G, conductors and 14, contact 9' in fullvlineposition, conductors 15, 20 and 19, condenser K2, conductor 53, relay element B, conductors 39, 16 and 13, contact 8 in full line position, and conductors 1'2 and 51 this momentary ene-rgization of the element B causing the contacts 27, 28" and 49 thereof to assume the full line position shown in Fig. 2 to close the stick circuit and the circuit of the electromagnet M, producing clear or proceed conditions on the train.

When under caution track conditions the train and track inductoriums cooperate for energizing the relay R to cause the contacts 8 and 9 thereof to momentarily assume the dotted line position, the momentary closing of the contacts effects the closing "of a circuit to the relay element B for energizing the same with current out of phase with the current normally energizing the companion relay element F, the said circuit comprising the generatorG, conductors 50 and 14, contact 9 closed in dotted line position, conduc tors 11, 16, 17 and 39, relay element B, conductor 53, condenser K2, conductors 19, 20, 15 and 10, contact 8 closed in'dotted line posi-. tion, and conductors :12 and 51. With the closing of this circuit the relay element B is energized as referred to by current of an opposite phase, and the contacts 27, 28 and 49 are moved to the inclined dotted line position to close the stick circuit and the circuit including the electromagnet M and the speed controller S, producing caution or speed restrictive conditions on the train.

.When under danger track conditions the inductorium 1 is deenergized, the relay B remains'unenergized and the relay element B is therefore not energized, and should the contacts 27, 28 and 49 be in the vertical dotted line position, said contacts will remain in such position for producing a stop effect upon the train. 7

For the purposeof conditioning the vehicle carried mechanism for operation and control by the train and track inductoriums so that the train circuits are made to respond to the indications of the track inductoriums, and for the purpose of tripping or clearing the train circuits in each section or block, there r are provided cooperating train and track magnetic means for periodically deenergizing the relay FB, and more specifically either stick circuit thereof at the contacts 32 and 33. To this end the relay R heretofore mentioned is provided, said relay being connected to be normally energized from the train source of energy G by means of the circuit including the said source of energy, conductor 52, coil of relay R, conductor 87, condenser K4, inductorium M and conductors 38 and 50, the condenser K4 being provided in this circuit for placing said circuit normally in a state of resonance. The inductorium M constitutes or comprises a; trip device for the traincircuits, the said inductorium cooperating with an inert track element S provided for each section or block ofthe track, the cooperation between the inducto rium M and a track element S taking place when the former moves over the latter in the movement of the vehicle, the cooperation being such that when the inductorium M moves over an inert element S, the state of reso nance of the circuit including the said inductorium is destroyed, such that the voltage at the terminals of the relay B is considerably decreased. The adjustmentof the contacts 32 and 33 of this relay R is such that with the circuit in a state of resonance, the contacts are closed, but with the decreased voltage produced when the state of resonance of the circuit is destroyed, the contacts are opened for opening the stickcircuit controlled thereby. With this construction it will therefore be seen that normally when r M and the inert element S present therefore a tripping mechanism for the train' circuits, conditioning the same for response to the operatlon of the tram and track lnductorlums heretofore described, the train and track inductoriums being brought into cooperative relation substantially when or immediately after the tripping action takes place, the time interval between the tripping operation and the pick up operation of the inductoriums being insufficient to permit the brakes of the train to be set, the inductoriums functioning as a resetting or controlling mechanism for the train circuits responsive to traffic condi tions.

The operation of the system thus far described will in the main be apparent from the above detailed description thereof. It will be seen that in each section or block the inert magnetic element S of the track mechanism will momentarily destroy the resonance of the'circuit of the inductorium M, causing a deenergization of the relay R and an opening of the stick circuit to the relay element B for efiecting the release of the contacts controlled thereby. Immediately after this action the train and track inductoriums are brought into cooperation to determine the further state of operation of the relay element B. Under safe track conditions impulses are transmitted to the train receiving inductoriums aand 4a to momentarily energize the relay R to actuate contacts 8 and 9 for the closing of a circuit to the relay element B to energizethe same with an in phase current, such energization resulting in the contacts controlled thereby assuming their full line position for closing the stick circuit and the circuit to the electromagnet M, the said stick circuit being thereafter maintained closed by there-energization of the relay element B due to thepassage of the inductorium M beyond thetrack element S. Undercaution track conditions impulses will be transmitted to the train inductoriums 3a and 4a for momentarily energizing the relay R for efiecting the momentary closing of an energizing circuit to the relay element B with an out ofphas'e current for moving the contacts'27, 28 and 49 to their dotted line.

position, placing the train under speed westrictive operation. Under-danger track oon'di us no impulse is transmitted to the train i1 duetorium withthe result that the element of relay F-B remainsdeenergized and the cent-acts controlled thereby remain in neutr 21,1- ire u it opening posit-ion -f-r brin i nr p he twin to a halt.

iter the train has-been brought to e ha'i t, the sands n ay 'be e gai-n set in motion by the operation 01 u release hey Q, ev l-rich :is I} c ted or pos iti oned in a normally inaccessible piece on the vehicle operated by "the engineer so us to cause the con-tact "ei enients thereof to con-- nectthe generator "G" to the relay element of ne iey -33 for energizing said element with out "of phase current by means of the circuit inciudinggenerator G, conductors G and 40, upper contact; of key Q, conductor 39, relay element B, conductor 53, condenser K2, conducts) I9, 20, 21 and 23, lower contact Off key and conductors 11 useum-(11mm causing the energization of the rel-spy element B with on out of phase current so that the carinature contacts control-led thereby will be moved to the inclined dotted position, thus plucingthe speed circuit-controlter in circuit with the keiectroina-gnet M" so that the train can proceed under or at e predeternn-ned speed only.

listening new to Fig. 3 of -the drawings, I show a construction in which in lieu of tripping-the train ciTcuits in each block 0r in est-eh section of the block es heretofore described, the said-circuits natty-be tripped only when a stop condition is to be imposed upon the vehicle. "The "object of the arrangement shom'i Fig. is thus to obviate an imposing oi": thest'optcondition on thew-hide excepting when e-condition requiringn tostop exist-s. To ncco-l'npli'sh this, n Winding is pieced upon the magnetic trip element M2 such that when a control relay such as the t re-c1; reLey EE is en rgized, as under normal "conditions, the coil'lsuwound ing the truck element M2 is -c;1-osed upon itself through the circuit i-nchlc tingthe sei-d-coi-l, conductor 4'1, armature 410 closedand controlled by the track relay HQ, and conductor 42. When in this con 'dition the in'dnctoriumM comes into correspondence with or moves 'overthe track element M2, the ste te-oijreso'nence existing in the circuit of the truin relay R" is not c-ien-t iy disturbed to operate the rel-a'y, but when thef'ti'eck relay is deeneng-ized so that the c-entuct- 42- is -opened, thentr'h'e operation of the element M2 is the same as that of the eteinent 1 S" heretofiome described, a tripping oft-he circuits being then e'fl'ecte d.

"'ihru s :witih-theind-uctive system of Fig. '3',

the vehicle carried circuits or mechanism nine deener giz'ed or tripped only underprede't ernoadsic'leconotions sudh as it stop o r idaln ger c0 gdfition, VVhen the vehicle can-lied mechanism is thustripped or de'energizcd-an-d'the train brought toe, ha'lt,the some may be egain set in motion by the operation oat the release Ikey Q, set forth above, this operation of the release hey placing the train under n speed restriction, the train circuits being then operative as under ceution conditions. W'Vitn the train thu-srunn" g under an imposed speed restrictive oper on, no change in the vehicie circuits Wiil :teke piece when the train enters a caution biock. W hen the train, however, running under these imposed speed testr-i-ctiWe conditions, enters a clear block, the vehicle car-rived niech-enisni orcircui'ts 'W'fl'i be restored to the clear position by the roadside inductors 1 and 2, this ta lnng p-hvce even through the trip element M is in closed "circuit condition. Under such clearing conc'iitions the "vehic'te relay R isenergized to close the'contects 8 and 9 which is "effective tor substituting the clearing 'circui t for -*the relay BF enthe then existi-n caution circuit thereof. it will be note that the existing caution circuit includes the resistors end'31-andtherefoi'e the current in the clearing circuit off this Tei'ay not only opposes but dominates the current in the caution running circuit of this rela y. During a dea-ring operation the opposincurrents will first deenergize the relay and the ole" ring current will thenbe effective for operating the relay BF to tThe'c1eer position, the net result being the production of a ciea'ring'ettect.

-Vhen theftrain wnn-ing under clear conditions enters a caution block, the vehicle denied mechanism or circuits are operated to the "c'a'ution position, this being accompiished by the energization of thereley R to opposes but dominates the current in the cheer circuit offthe relay. "Here again during thechan'ge oioperati'on the opposin; currents xvi-T1 first deen'ergize the relay 131* and the caution current will then be effective for opera-thin; the contacts of the relay B'F to the caution position, the net result being the movement of the contacts of the relay BF to the "caution position.

' While I have shown my device in thcpr'e ferred forms, it will be apparent thatfmany changes and modifications may be made in the structure disclosed, Without departing fromthe spirit of -the 'i-nvention, defined the toilowingclui-ms.

1. In an inductive train control system, in combination, eplu-ratlity of roadside inductoriums, a roadside source. of; energy connect edto one of said inductoriums, means for connecting the source of energy to the other of said inductoriums comprising provisions for breaking circuit connections therebe tween and provisions for reversing circuit connections therebetween, a home relay controlhng the operation of said first mentioned provisions, and a distant relay controlling the operation of said second mentioned pro visions. Y

2. In an lnductive tram control system, the

combination with the track rails subdivided into a plurality of sections or blocks, of roadside mechanism comprising a plurality of -1nductoriums for each section or block, a roadside source of energyconnected to one of said inductoriums of each block, means for con- Vnecting the source of energy to the other in ductorlum of each block comprising provlsions for each block for breakmg circult connections between the source of energy and said inductorium, and provisions for each block for reversing said circuit connections, home and distant relays for each block, the home relay controlling the operation of said first mentioned provisions and the distant relay controlling the operation of said second mentioned provisions, the distant relay of one block being under the control of a home relay of the next block.

V 3. In combination, vehicle carried mechanisms, means including roadside mechanism for producing a controlling condition in the vehicle carried mechanism in the movement of the vehicle over a roadway, and means for influencing said vehicle carried mechanism for modifying said condition including a plurality of vehicle energy receiving inductor coils, a plurality of roadside energy 1 transmitting inductor coils, and a roadside.

source of energy'selectively connectable to for selectively energizing the said transmit ting inductor coils.

4. In combination, vehicle carried mech- 5 anism, means including roadside mechanism mechanism in the movement of the vehicle over a roadway for producing a given condit1on,and means for mfluencing said vehicle carried mechanismfor modifying said connectable to for selectively energizing the said transmitting inductor coils.

6,. In combination, vehicle carried mechanism, means, including roadside mechanism for influencing the vehicle carried mechanism in the movement of the vehicle over a roadway for producing a given condition, and means for influencing said vehicle, carried mechanismfor producing a diiferent condi-, tion including a tWo element relay, a plurality of vehicle inductoriums one connected to each relay element, a plurality of cooperating roadside inductoriums, and a roadside source of energy selectively connectable to for selectively energizing the said roadside inductoriums. v I

7. In combination, vehicle carried mechanism including a normally closed operating circuit, means including roadside mechanism for opening the circuit in the movement of the vehicle, and means for determining the operation of said oaened circuit including a plurality of vehicle energy receiving inductor coils, a plurality of roadside energy transmitting inductors, and a roadside sourceof energy selectively connectable to for selectivelyenergizing the said transmitting inductors. Y

8. In combination, vehicle carried mechanism including a train controlling means and a speed controller, means including roadside mechanism for influencing the train'controlling means inthe movement of the vehicle for producing a given condition, means for influencing the train controlling means for producing another condition including a plurality of vehicle energy receiving inductor coils, a plurality of roadside energy transmitting inductors, a roadside source of energy selectively connectable to for selectively energizing said transmittinginductors, and provisions for placing the train controlling means under the control of the speed controller when the said transmitting inductors are energized in a predetermined manner.

9. In a train control system, a vehicle carried mechanism, means including roadside mechanism for influencing the same in the movement of the vehicle over a roadway, and means for determining the operation of the same When so influenced includinga plurality of vehicle energy receiving inductor coils, a plurality of roadside energy transmitting' inductor coils, and aroadside source of energy selectivelyconnectable to for selectively energizing the said transmitting inductor coils. v

10. In an inductivetrainrcontrol system, vehicle carried mechanism, means including roadside mechanism'for influencing the same I in the movement of the vehicle to produce a predetermined ettect therein, means operable substantially When the same is so influenced for modifying the efliect under given track conditions to produce a difierent efl ect therein, the latter means including a plurality of vehicle energy receiving inductor coils, a plurality of roadside energy transmitting means, and a roadside source of energy selectively connectab'le to for selectively energizing the said transmitting means.

11 In an inductive train control system, vehicle carried mechanism, means including roadside mechanism for influencing the same in the movement of the vehicle to produce agtdanger effect therein, means operable substantial-1y When the same is so influenced for diiierently modifying the efiect under safe and caution track conditions to produce proceed and speed restrictive etfeots therein, the latter means including a plurality of vehicle energy receiving inductor coils, a plurality ofroadside energy transmitting means, and a roadside source of energy selectively connectalole to for seie tively energizing the said transmitting means.

12. In combination, train control means, means including roadside mechanism for influencing the train control means for producing'agivencondition,andmeans tor influencing the train control means to produce a ditierent condition therein comprising a tWo element relay for producing selectively diiferentefl'ects in said train control means, a plurality of vehicle inductoriums connected to the elements of said relay, a plurality of cooperating roadside inductoriums, a roadside source of energy, and means for selectively energizing said roadside inductoriums from said source of energy.

13. In combination, vehicle carried mechanism, means including roadside mechanism for influencing the Vehicle carriedmechanism in the movement of the vehicle over a roadway for producing a given condition,

and means for influencing said vehicle carried mechanism for modifying said condition including a plurality of vehicle energy receiving means, a plurality of roadside energy transmitting means, a roadside source of energy, provisions for selectively connecting the source of energy to said energy transmitting means operative for changing circuit connections therehetvveen, and home and distant relays for controlling said provisions.

14-. In combination, vehicle carried mechanism, cooperative vehicle and roadside means vfor producing a controlling condition in said mechanism under stop trafiic conditions only, and means for influencing said J mechanism under proceed traflic conditions to modify the controlling condition therein comprising a plurality of vehicle energy receiving means, a plurality of roadside ener gy transmitting means cooperating there- With, and a roadside source of energy for selectively energizing the said transmitting means.

. 15. In combination, vehicle carried mechanism, cooperative magnetic vehicle and roadside means for influencing said mechanism 70 under stop traliic conditions only, and additional cooperative magnetic vehicle and roadside means for influencing said mechal nism under proceed traflic conditions only, the said latter means comprising a plurality 7- of vehicle energy receiving inductoriums, a plurality of roadside energy transmitting inductoriu-ms cooperating therewith, and .a roadside source of energy for energizing said inductoriums.

16. In a train control system, vehicle carried mechanism, means including roadside mechanism for producing a controlling condition in the vehicle carried mechanism under a predetermined traflic condition only, a and means for modifying the controlling condition under a given traific condition, the said latter means including a plurality of vehicle energy receiving means, a plurality of roadside ener y transmitting means cooperating therewith, and a roadside source of energy for sel ctively energizing the said transmitting means.

17 In a train control system, vehicle carried mechanism, means including a roadside inductor for producing a controlling condi tion in the vehicle carried mechanism under a predetermined traflic condition only, and means for modifying the controlling condition under a given traflic condition, the said too latter means including a plurality of vehicle energy receiving inductors, a plurality of roadside energy transmitting inductors cooperating therewith, and a roadside source of energy for energizing said inductors.

18. In combination, vehicle carried mechanism, means including roadside mechanism for influencing the vehicle carried mechanism in the movement of the vehicle over a road- Way for producing a given condition therein, 11113 and means for influencing said Vehicle carri-edmechanism for producing either of a plurality of other conditions including a plurality of vehicle energy receiving inductor coils, a pluralityof roadside energy transmit- -5 ting inductors, and a roadside source of energy selectively connectable to for selectively energizing the said transmitting inductors.

1 9. In combination, vehicle carred mechanism, means including roadside mechanism a for producing a controlling condition in the vehicle carried mechanism in the movement of the vehicle over a roadway, and means for influencing said vehicle carried mechanismfor modifying said condition to produce 125 either of a plurality of other conditions therein including a plurality of vehicle energy receivinginductor coils, a plurality of roadside energy transmitting inductors and a roadside source of energy selectively connect- 130 able to for selectively energizing the said transmitting inductors. I

20. In combination, vehicle carried mechanism, means including a roadside inductor for influencing the vehicle carried mechanism in the movement of the vehicle over a road- Way for producing a given condition therein, and means for influencing said vehicle carried mechanism for producing either of a plurality of other conditions therein, the said latter means including a plurality of vehicle energy receiving inductor'coils, a plurality of roadside energy transmitting inductors, and a roadside source of energy selectively connectable to for selectively energizing the said transmitting inductors.

. 21. In combination, vehicle carried mechanism, means including roadside magnetic mechanism for influencing the vehicle carried mechanism inthe movement of the vehicle over a roadway for producing a given con dition, and means for influencing said vehicle carried mechanism for modifying said condition to produce either of a plurality of other conditions therein, the latter means includ ing a plurality of vehicle energy receiving inductor coils, a plurality of roadside energy transmitting inductor coils, and a roadside source of energy selectively connectable to for selectively energizing the said transmitting inductor coils.

22. In combination, vehicle carried mechanism, means including roadside mechanism for influencing the vehicle. carried mechanism in the movement of the vehicle over a roadway for producing a given condition therein and means for influencing said vehicle carried" mechanism substantially When the same is influenced by said roa'dsidemechanism for producing either of a plurality of other conditions including a plurality of vehicle energy receiving inductor coils, a plurality of roadside energy transmitting inductor coils, and a roadside sourceof energy selec- 'tively connectable to for selectively energizing the said transmitting inductor coils.

23. In an inductive train control system, vehicle carried mechanism, means including roadside mechanism for influencing the same in the movement of the vehicle to produce a danger effect therein, means for differentlyinfiuencing the vehicle carried mechanism for modifying the effect under safe and caution track conditionsto produce proseed and speed restrictive effects in said vehicle carried mechanism, the latter means comprising a plurality of vehicle energy receiving inductor coils, a plurality of roadside energy transmitting inductor coils, and a roadside source of energy selectively connectable to for selectively energizing the said trans mitting inductor coils.

24. In an inductive train control system, vehicle carried mechanism, means including roadside mechanism for influencing the same in the movement of the vehicle to produce a danger elfect therein,-1neans for differently influencing the vehicle carried mechanism for modifying the effect under safe and cantion track conditions to produce proceed and speed restrictive effects in said vehicle carriedmechanism, the latter means comprisselectively modifying the controlling condition'including a pair of receivingcoils to receive impulses for operating such means, and a track device including a pair of impulse transmitting coils Wlth'WhlCh the receiving coils are cooperable substantially When the two first named means cooperate and means for selectively supplying the transmitting coils With electrical energy.

In testimony whereof I affix my signature ARCHIBALD G. SHAVER. 

